A retired enginer who works in a small shop at his home in
Madison says he has invented a machine which might be the answer
to the energy crisis.

B.R.”Bob” Teal said he got the idea for what he calls his
‘magnipulsion’ engine when he was writing a still-unpublished
science fiction novel.

After retiring from an engineering post in Hawaii with Ling
Temco Vought in 1972, Teal and his wife Beatrice moved to
Madison where he decided to try out his idea.

Entering Teal’s backyard workshop, you see two stainless steel
contraptions with wires and switches stuck here and there, his
latest magnipulsion engines.

After explaining that the thing started with a car battery,
Teal flips several switches which sends current to the magnets
placed around the engine.

The one horsepower engine which sounds like a sewing machine
while operating is the sixth in a series of electromagnet
machines which Teal has developed since he began in 1972.

While the pistons pump up and down, much like a car engine
through their magnetic cylinders, the pulleys spin around. Speed
is reduced or increased by the flip of a switch that controls
the power like the dimming of a light bulb.

“As it is now the machine can power shop tools, water pumps, or
conveyers”, Teal said. “You can add horsepower by adding
magnets”.

“I have built six engines and the latest will operate a 20-ton
conveyer:, Teal said. He said he bought the car batteries more
than a year ago and they have never been charged since.

Teal says his invention could save coal and oil which are now
required to create electricity. “A small magnipulsion engine
could operate a home central air conditioner for about 50 cents
per day”, he said.

Valdosta Times (GA, 13 March 1977)

Madison Man Builds New Engine

By Elizabeth Butler

The writing of a since fiction book eventually led a Madison
resident to invent an electromagnetic engine which he says emits
no pollution and takes little current to operate.

B.R. “Bob” Teal, a retired electronics engineer and author, has
one patent and two pending on his invention.

“I wrote a science fiction book several years before retiring
and I needed the story plausible --- an engine that emitted no
pollution --- noise or air pollution --- so in my mind at the
time I named it magnipulsion.

“Then after retiring in Honolulu in 1972 we came to Madison to
live and having nothing else to do, I decided to build the
engine. I built it and it works.”

Teal, 54, said scientists and engineers have come from all over
the country and confirmed that it does what they consider to be
impossible.

“I have built six engines and the latest will operate a 20-ton
conveyor”, said Teal, who was born in Morven, NC, about 60 miles
from Charlotte. “It operates fro a standard car battery and
draws an extremely small amount of current. I bought the car
batteries over a year ago and they have never been charged but
once.”

Teal constructed his first engine of wood within a few weeks to
see if it would work. The second engine was a crude one of metal
and later he went to Jacksonville to get parts made for a
prototype.

“I have dreams of building one large enough to run cars and
boats”, teal said. “Judging from what I have done so far, I
guess it would cost $400 or $500. There are very few moving
parts so you would not need highly trained mechanics.”

Since the United Press International carried a story of his
invention in May 1976, Teal has received hundreds of letters
about the invention from around the world and has answered all
of them.

“I have been attempting to get the government interested in
hopes of getting a grant to build a shop and hire qualified
personnel”, he said. “If I don’t succeed in the very near future
in getting the grant, my attorney is preparing to go public and
sell stock”.

Teal said telegrams from all over the nation and from foreign
cities have been sent to President Jimmy Carter asking him to
investigate the potential of the engine.

The electromagnetic engine is not the first invention for Teal,
While working as an RCA engineer and filling a contract with the
Navy in 1964, he was responsible for a classified invention
which related to radio frequency cables and was valued at $50
million. “I didn’t get a penny for that”, said Teal, who has a
letter from the navy Department giving him full credit for the
invention.

Teal, who attended Wofford College in Spartanburg SC, and the
University of Hawaii, retired from the Coast Guard after 20
years in 1962. He then worked for Ling Temco Vought, RCA, and
finally went into Civil Service work with te Air Force, retiring
in 1972.

During 1975-76 he wrote a column, “Is Justice?” for the Madison
Carrier and last year he published a book of poems.

He is married to the former Beatrice Mae Cole of Baltimore MD,
and they have two married children.

US Patent # 4,024,421

Magnetically Operable Engine or Power
Plant

Benjiman Teal

Abstract

A magnetically operable engine or power plant embodying a
rotary crankshaft having two or more offset cranks which, by
means of respective connecting rods pivoted thereto, and also to
the sliding cores or armatures of electromagnets, are actuated
to apply torque to the crankshaft for driving purposes.
Electrical current is supplied to the magnet windings by fixed
distributor switches which are successively operated by one or
more cams effectively mounted on the crankshaft, the switches
receiving pulses of current in timed relationship and in such a
manner that torque is continuously applied to the crankshaft.

The present invention relates to a magnetically operable engine
or power plant which, in a general way, functions in the manner
of an internal combustion engine in that it employs a rotary
crankshaft having offset cranks which derive their motion from
power driven reciprocating members. Unlike a conventional
combustion engine, the reciprocating members, instead of being
motivated by the explosion of combustible gases in a combustion
chamber, are caused to reciprocate by magnetic attraction, such
members being in the form of cores or armatures which are
associated with electromagnets, there being at least one magnet
for each crank. Motivating current impulses are successively
supplied to the various magnets by distributor means embodying
respective normally open circuit making and breaking devices
which are successively closed by one or more cams that rotate
with the camshaft. The basic principle involved in thus applying
torque to the crankshaft may appropriately be referred to as
"magnipulsion" (a coined word) and such term may be employed
where appropriate throughout this specification.

The present magnetically operable engine or power plant is
capable of being used as a power source in connection with a
wheeled automotive vehicle of either the passenger-carrying type
or as a toy automobile. It is also capable of being used as a
fixedly mounted power plant for driving adjacent machinery of
various sorts but, irrespective of the particular use to which
the invention may be put, the essential features thereof are at
all times preserved.

The provision of an engine which is extremely simple in its
construction and which therefore may be manufactured at a low
cost; one which is comprised of a minimum number of parts,
particularly moving parts, and which therefore is unlikely to
get out of order; one which is rugged and durable and which
therefore will withstand rough usage; one which is smooth and
silent in its operation; one which is capable of ease of
assembly and disassembly for purposes of inspection of parts,
replacement or repair thereof; and one which otherwise is well
adapted to perform the services required of it are further
desirable features which have been borne in mind in the
production and development of the present invention.

The provision of an engine or power plant such as has briefly
been outlined above, and possessing the stated advantages,
constitutes the principal object of the invention. Numerous
other objects and advantages of the invention, not at this time
enumerated, will become readily apparent as the nature of the
invention is better understood.

In the accompanying two sheets of drawings forming a part of
this specification, one illustrative embodiment of the invention
has been shown .

In these drawings:

FIG. 1 is a perspective view of a magnetically operable
power plant or engine embodying the principles of the present
invention, portions of the framework or chassis being broken
away in the interests of clarity;

FIG. 2 is a sectional view taken substantially on the
vertical plane indicated by the line 2--2 of FIG. 1 and in the
direction of the arrows;

FIG. 3 is an end elevational view taken in the direction
of the arrows associated with the line 3--3 of FIG. 2; FIG.
4 is an end elevational view taken in the direction of the
arrows associated with the line 4--4 of FIG. 2;

FIG. 5 is an enlarged detail sectional view taken
through one of the electromagnets and its associated connecting
rod and crank which are employed in connection with the
invention; and

FIG. 6 is an electric circuit diagram of the power plant
or engine.

Referring now to the drawings in detail, and in particular to
FIGS. 1 and 2, a power plant or engine constructed according to
the invention is designated in its entirety by the reference
numeral 10 and it embodies in its general organization a chassis
or framework 12 which serves to rotatably support an elongated
crankshaft 14 on which there is mounted a relatively massive
flywheel 16 in the medial region thereof. A pair of pulleys 18
on opposite sides of the flywheel 16 have associated therewith
respective drive belts 20 which may extend to a suitable
transmission (not shown) in the case of a wheeled automative
vehicle, or to the input drive element in the case of a
stationary equipment which is to be driven by the power plant.

The framework 12 is comprised of an upper rectangular frame
having longitudinal frame members 22 and 24 and transverse frame
members 26 and 28, and a lower rectangular frame having
longitudinal frame members 30 and 32 and transverse frame
members 34 and 36. The framework 12 further includes a pair of
intermediate posts 40 and front and rear vertical intermediate
posts 42 and 44 respectively. A series of longitudinal struts 46
and transverse struts 48 extend variously between the posts 38,
40, 42, and 44 and establish an intermediaterectangular frame a
slight distance above the lower rectangular frame 30, 32, 34 and
36.

A pair of bearing assemblies 50 are supported upon transverse
support bars 52 and 54 and serve to rotatably support the
crankshaft 14. Such crankshaft is provided with crank arms 56
and 58 on opposite sides of the flywheel 16 and with offset
cranks 60 and 62. The crank 62 is connected by means of
connecting rods 64 and 66 to respective electromagnets M1 and M2
which are fixedly mounted on the framework 12, while the crank
arm 60 is similarly connected by connecting rods 68 and 70 to
respective electromagnets M3 and M4, all in a manner that will
be made clear presently.

The various electromagnets M1, M2, M3 and M4, together with
their associated connecting rods 64, 66, 68 and 70 are
substantially identical and therefore a description of one of
them will suffice for them all. Accordingly, the magnet M1 (see
also FIG. 5) embodies a magnet casing or shell 72 within which
there is disposed a magnet winding 74. An armature or core 76 is
slidably disposed within the casing 72 and is pivotally
connected as indicated at 78 to the associated connecting rod
64. The remaining magnets M2, M3 and M4 are similarly connected
to their associated connecting rods

The magnet M1 is mounted in a vertical position upon an upper
shelf member 80 while the magnet M2 is mounted in a slightly
inclined position upon a lower shelf member 82. As best shown in
FIGS. 1, 2 and 3, the magnet M2 is seated upon a wedge-shaped
base plate or block 84 which serves to misalign the axis of the
magnet M2 from the axis of the magnet M1 by a small angle for a
purpose that will be made clear presently. The magnet M3 is
mounted in a horizontal position by means of a support member 86
while the magnet M4 is similarly mounted in a substantially
horizontal position by means of a support member 88, the axis of
the magnet M4 being slightly misaligned with respect to the axis
of the magnet M3 likewise for a purpose that will be set forth
subsequently.

Referring now to FIGS. 2, 3 and 4, one end of the flywheel 16
carries a cam 90 which is designed for successive engagements
with a pair of substantially diametrically opposed microswitches
S1 and S2 which are carried at the ends of a pair of horizontal
supporting bars 94 and 96 respectively. Similarly, the other end
of the flywheel 16 carries a cam 92 which is designed for
successive engagement with a pair of substantially horizontally
opposed microswitches S3 and S4 which are carried at the ends of
a pair of horizontal supporting bars 98 and 100 respectively. As
will become more readily apparent when the operation of the
herein described magnetically operable engine or power plant is
set forth in connection with the circuit diagram of FIG. 6, the
arrangement of the various cams and microswitches is such that
upon rotation of the crankshaft 14 and flywheel 16, the contacts
associated with the microswitches S1, S3, S2 and S4 will become
individually closed, successively and in the order named.

Considering now the operation of the herein described
magnetically operable engine or power plant 10, and with
reference to FIG. 6, it will be assumed that initially the
position of the crankshaft 14 is such that, as shown in FIG. 3,
energization of the magnet M1 will swing the crank 62 upwardly
at such time as the cam 90 engages the microswitch S1. Closure
of the C1 contacts associated with the switch S1 will establish
a circuit leading from the negative side of the battery B,
through the master switch MS, through leads 11, 13, magnet M1,
leads 15, 17, contacts C1 of the switch S1, and leads 19, 21, 23
and 25, back to the positive side of the battery B. Energization
of the magnet M1 will draw the core or armature 76 (FIG. 5) into
the shell 72 and thus place the connecting rod 64 under tension
so as to pull the crank 62 upwardly, thereby placing the
crankshaft under torque for motivating purposes.

At approximately 90.degree. in the engine cycle, the cam 90
will engage the switch S3 and closure of the contacts C3 thereof
will establish a circuit from the master switch MS through lead
27, magnet M3, leads 29, 31, C3 contacts of the switch S3, and
leads 33, 35 back to the battery B, thus applying torque to the
crankshaft 14 by placing the connecting rod 68 under tension.

At approximately 180.degree. in the engine cycle, the cam 90
will engage the switch S2 and closure of the C2 contacts thereof
will establish a circuit from the master switch MS through leads
11, 37, magnet M2, leads 39, 41, contacts C2 of the switch S2,
and leads 43, 23, 25 back to the battery B, thus applying torque
to the crankshaft 14 by placing the connecting rod 66 under
tension.

At approximately 270.degree. in the engine cycle, the cam 92
will engage the switch S4 and closure of the contacts C4 thereof
will establish a circuit from the master switch MS, through lead
47, magnet M4, lead 49, C4 contacts of the switch S4, and leads
51, 43, 23, 25 back to the battery B, thus placing the
connecting rod 70 under tension and applying torque to the
crankshaft 14. The cycle is repetitious.

As shown in FIGS. 1 and 2, a control panel 102 is associated
with a container or box 104 for the battery B and such panel may
be provided with the aforementioned master switch MS and an
indicator 106 which may disclose the amperage of current flowing
from the battery B. Four push button switches PB1, PB2, PB3 and
PB4 may also be provided on the control panel 102 and, as shown
in FIG. 6, such push button switches are arranged so that they
operate upon closure thereof to establish shunts across the
respective microswitches S1, S2, S3 and S4 so that an initial
momentary closure of a selected push button switch on a trial
and error basis may cause torque to be applied to one or the
other cranks 60 or 62 for initial application of torque to the
crankshaft 14 in the event that neither crank is in a favorable
position for engine starting at the time that the master switch
MS is initially closed.

It is to be noted at this point that although the cams 90 and
92 are disclosed in FIG. 2 as being disposed at approximately
180.degree. from each other on the flywheel 16, such cams appear
in FIG. 6 as being 90.degree. apart. It should be understood
however that the disclosure of FIG. 6 is purely schematic and is
intended to illustrate only the sequence of operation of the
four switches S1, S2, S3 and S4 under the control of the cams 90
and 92 and that the front and rear end faces 16F and 16R shown
in FIG. 6 rotate in the same direction since they do not
represent front and rear end faces in the sense that they are
illustrated in FIGS. 3 and 4. In other words, FIG. 6 is
predicated solely upon the sequence of microswitch operation and
does not represent a true positioning of parts such as is
disclosed in FIGS. 1 to 4 inclusive. It is also to be noted that
by reason of the slight axial misalignment of the magnets M1 and
M2, and of the magnets M3 and M4, continuous crankshaft movement
is effected since at no time will the engine or power plant 10
attain a position of dead-center where closure of the master
switch crankshaft 14.

The invention is not to be limited to the exact arrangement of
parts shown in the accompanying drawings or described in this
specification as various changes in the details of construction
may be resorted to without departing from the spirit of the
invention. For example, the precise placement of the various
cams 90 and 92 and microswitches S1, S2, S3 and S4 on the
flywheel 16 and framework 12 may be varied if desired as regards
their angular relationship with respect to one another, the only
criteria being the attainment of sequential operation of the
switches in such a manner that torque is applied to the
crankshaft 14 at all times by at least one of the four
connecting rods. Furthermore, if desired a greater or lesser
number of electromagnets suitably mounted on the framework 12,
together with a commensurate modification of the nature of the
crankshaft 14, may be resorted to if deemed appropriate.
Therefore, only insofar as the invention has particularly been
pointed out in the accompanying claims is the same to be
limited.

US Patent # 4,093,880

Magnetically Operable Engine

6 June 1978

Benjiman Teal

Abstract

A combination device for developing a mechanical output from
electrical energy which uses at least one electrical magnet
solenoid, and preferably a plurality of same, together with an
associated timing mechanism for actively controlling the time
and degree of energization of said electrical magnet(s).
Preferably at least one of the electrical magnetic solenoid
structures may be provided with an air compressor structure for
increasing the normal atmospheric pressure to a desired
pressure.

This invention relates generally to devices changing electrical
energy into mechanical energy in a form which may be used to
power useful work applications.

2. Description of the Prior Art

A common problem with known type devices for converting
electrical energy into mechanical energy is that they often
times are very inefficient and waste a lot of energy in the
conversion process. This is a great disadvantage in today's age
when conservation of energy is extremely important.

Another problem with known type engines utilizing electrical
magnets for part of their structutre is that the associated
slidable solenoid mechanism is normally used just for converting
the electrical energy into mechanical drive output without any
direct actuation of useful work structure directly from the
movable solenoid armature.

SUMMARY OF THE INVENTION

An object of the present invention is to provide an electrical
magnetic operated power engine for converting electrical energy
into useful mechanical energy.

Another object of the present invention is to provide a magnet
powered engine having a plurality of electromagnetic solenoids
with electrical coils and movalbe solenoid armatures therewithin
arranged in substantially the same plane and connected with
associated mechanical transfer mechanism to convert the movement
of the electric solenoid armatures into the desired mechanical
power. A suitable timer structure is also associated with this
mechanical structure for controlling the time and degree of
energization of the respective electric-magnet coils for the
various electro-magnetic solenoids.

A further object of the present invention is to provide an
electro-magnetic solenoid engine structure which incorporates
and has combined therewith a mechanical sturcture for
compressing air at atmospheric pressure to a greater pressure
for direct conversion of the electrical source power into a
useful product.

An additional further object is to provide an electromagnetic
type engine which includes a plurality of electromagnetic coils
in assoicated timing structure arranged in substantially the
same plane, with two or more of these structures being stacked
one upon the other in order to greatly increase the overall
output of the entire structure.

The magnet power engine and air compressor combination of this
invention has a number of new and unique features not known or
used before. A basic support structure is provided having at
least one bank of electro-magnetic solenoids arranged in
substantially the same plane thereon. Each electro-magentic
solenoid has a slidable and movable solenoid armature
therewithin which is mechanically operated and connected to
associated mechanical structure for converting the slidable
movement thereof into a rotary shaft power output. A timing
mechanism is also associated with this mechanical structure for
appropriately connecting the electrical power source to at least
one electromagnetic coil, and preferably a plurality of same, so
that they will operate in proper timing for directing the
slidable movement of the solenoid armature back and forth within
the solenoid electro magnetic coil.

Also preferably combined with the aforesaid structure is an
attachable cylindrical sleeve structure having a slidable piston
therewithin and appropriate air valves for connection with the
slidable solenoid armature so that useful work may be directly
accomplished such as by compressing atmospheric air to a much
higher desired pressure. This structure may be provided for each
of the electro-magnetic solenoids, or on less than all of same.

These together with other objects and advantages which will
become subsequently apparent, reside in the details of
constructuon and operation as more fully hereinafter described
and claimed, reference being had to the accompanying drawings
forming a part hereof, wherein like numerals refer to like parts
throughout.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top plan view of the device of this
invention.

FIG. 2 is a side elevational view of this invention.

FIG. 3 is a cross-sectional view of an individual
electro-magnetic unit for the motor of this invention.

FIG. 4 is an enlarged cross-sectional view of the timing
switch mechanism for the motor of this invention.

FIG. 5 is a schematic diagram of the electrical hookup
for a four unit single bank of the motor of this invention.

FIG. 6 is a cross-section of a single solenoid engine
unit with air compressor attachment.

FIG. 7 is a top plan view of the air compressor head end
of FIG. 6.

FIG. 8 is a schematic diagram of an alternate electronic
electrical hookup for the motor.

DESCRIPTION OF THE PREFERRRED EMBODIMENT

Looking at FIG. 1 of the drawings, reference numeral 10
indicates one bank of the electro-magnet motor of this
invention. Looking at FIG. 2, two banks, one being stacked on
top of the other may be seen.

Each bank basically is provided with a support structure 12
approximately square in shape with two of said support squares
being provided for each engine bank. Appropriate spaces separate
these support squares and together with nuts and bolts 14 form
the basic support for each engine bank. As may be best seen in
FIG. 2 the lower must bank is supported from any desired support
surface by means of another support structure 22 with
appropriate bolts 24. Support brackets 17 appropriately mounted
on the respective squares 12 support the respective
electro-magnet coils 18 therebetween. As seen in FIG. 1, this
bank is provided with four electro-magnets appropriately spaced
at the four corners of the square support frame. It has been
discovered in actual practice that a bank of four
electro-magnets works extremely well and provides a fairly
balanced power output. Each electro-magnet coil 18 is provided
with a suitable number of coil windings to effect the slidable
movement of a centrally mounted solenoid armature 28
therewithin.

As best seen in FIG. 3, the one end of the solenoid armature 28
is appropriately center tapped for reception of a threaded screw
32 therewithin. This threaded screw 32 appropriately secures a
block of aluminum or other non magnetic material 30 to this end
of the armature. The block 30 forms a connecting link through
suitable apertures provided therewithin and by means of a
connection of a pin 34 with locknut 36 thereon to a connecting
rod portion 38. This connecting rod 38 is suitably pivoted at 39
to the disc 35 which is mounted so as to transfer power to the
connecting rod crank 25. The connecting rod crank 25 is suitably
formed at appropriate points along a crank-shaft 15 as best seen
in FIG. 2. If only a single engine bank is to be used just a
single crank-shaft throw 25 is necessary, but for an engine
having two engine banks as seen in FIG. 2, two such throws are
required and as the number of banks increases, the corresponding
number of crank-shaft throws is necessitated.

In operation as the electro-magnets are energized in proper
sequence, the electrical input will be transformed into
mechanical output through the afore described mechanism. In
order to assure that the electro-magnets are operated in proper
time relationship a timing mechanism is also provided. Such
timing mechanism is indicated in general by reference numberal
50 in FIG. 2, and shown in enlarged detail in the
cross-sectionalview of FIG. 4.

A mechanical coupling unit 51 appropriately supports the timing
mechanism at one end of the electro-magnet motor and by means of
appropriately threaded bolts 54 support plates 52 therefrom. The
plates 52 are spaced from each other and each supports thereupon
insulator blocks 58. These blocks support electric connectors 56
which in turn connect with bias springs 57 and electrical
brushes 61. The insulating blocks 58 are fixed upon the supports
52 and are non-roatable, but the center disc 59 supported
therebetween is mounted for driven connection from the end of
the crankshaft 15. Each side of the rotatable disc 59 is
provided with conducting segments 63 which are internally
connected to each other so that the electrical energy connected
to input contacts 56 on the upper side of the timing mechanism
may be appropriately transferred through springs 57, brushes 61
through the segment 63 to the lower brushes 61, springs 57' and
contacts 56' which are appropriately connected to the respective
electro-magnets of the engine. Of course the segment 63, 63' are
appropriately designed for the number of electro-magents used
for the respective banks as well as the total number of such
banks and are connected by appropriate wiring, not shown, in
such a manner that each electromagnet will be energized for
substantially the full stroke of its slidable solenoid armature
and thus transfer the maximum of energy from electrical form to
mechanical form.

FIG. 5 shows an electrical schematic with one of the
electro-magnet solenoids having coils 18 and 18' indicated and
with contact brushes 61 and timing segment 63 indicated
schematically. Also shown across the timing contact 61, 63 are
resisters and capacitors in parallel. The purpose of this is to
minimize arcing of the make and break contacts of the respective
brushes and contact segments.

FIG. 8 shows an alternative form of energizing the
electro-magnet solenoids which is generally referred to as a
solid-state switching and which is actually performed by diodes
67. The current entering the solenoids may be regulated by the
rheostates 69 as shown in FIGS. 5 and 8.

Looking at FIG. 2 on the right side thereof, an air compressor
sleeve 46 is shown appropriately secured by clamp means 66 to
one of the electro-magnet structures. FIG. 6 shows this
structure in enlarged detail. The outer end of the solenoid
armature 28' is appropriately tapped for reception of a threaded
bolt 72 therewithin The enlarged head of the threaded bolt
together with a spacer sleeve 73 appropriately support a flat
piston member 75. This piston member 75 may be appropriately
provided with a compression ring 76 of conventional type. The
clamp structure 66 to secure the sleeve 46 at the end of the
electro-magnet is preferably provided with a thumb nut 68 or the
like to secure same. The other end of the sleeve 46 has an
outstanding flange periphery 47 for suitably securing a cylinder
head 48 thereto. Appropriate bolts and nuts 49 together with
suitable gaskets form an air-tight seal between the head 48 and
the sleeve 46, 47. For proper compressing operation to be
effected, it is necessary that suitable valve mechanism be
associated with this compressor structure. This is in the form
of a flexible diaphragm 86 which is secured around the
circumference thereof between the head 48 and the flange bracket
47. At the center of the flexible diaphragm 86 is mounted a cone
shaped protrusion 87 which together with an aperture 88 provided
in the center of the head 48 functions as a one way intake air
valve. That is, when the piston 75 is moving away from the head
and the diaphragm, air will be drawn into the inside of the
cylinder sleeve 46 through the aperture 88, and then in turn on
the compression stroke of the head 75 the protrusion 87 will
seal aperture 88 and then the escape of air out this opening wil
be prevented. Another outlet 90 appropriately connected by
tubing 92 to a one way check valve 94 provides an outlet for the
compressed air and yet prevents backflow thereof. All or some of
the connecting tubing 92 may be of a flexible nature as desired.

As can be readily envisioned, when one or a plurality of the
electro-magnets are provided with such air compressor sleeves, a
direct useful engine output in the form of air under high
pressure is achieved. As so constructed, the entire apparatus
may be used solely for providing compressed air for various
useful purposes. However, by connecting suitiable work apparatus
to the output of crank-shaft 15, near the timing mechanism 50,
other devices may be driven from this electro-magnet structure.

The foregoing is considered as illustrative only of the
principles of the invention. Further, since numerous
modifications and changes will readily occur to those skilled in
the art, it is not desired to limit the invention to the exact
construction and operation shown and described, and accordingly
all suitable modifications and equivalents may be resorted to,
falling within the scope of the invention.